CN109263621B - Energy storage formula tram electricity liquid combined brake control system - Google Patents

Energy storage formula tram electricity liquid combined brake control system Download PDF

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Publication number
CN109263621B
CN109263621B CN201811026642.3A CN201811026642A CN109263621B CN 109263621 B CN109263621 B CN 109263621B CN 201811026642 A CN201811026642 A CN 201811026642A CN 109263621 B CN109263621 B CN 109263621B
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brake
braking
electric
control unit
vcu
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CN109263621A (en
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曾鸣
彭靖
刘鹏
赵荣彪
黄云逸
田振华
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Guangzhou Electrical Locomotive Co Ltd
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Guangzhou Electrical Locomotive Co Ltd
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
    • B60T13/58—Combined or convertible systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
    • B60T13/66—Electrical control in fluid-pressure brake systems
    • B60T13/662—Electrical control in fluid-pressure brake systems characterised by specified functions of the control system components
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/74—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61H—BRAKES OR OTHER RETARDING DEVICES SPECIALLY ADAPTED FOR RAIL VEHICLES; ARRANGEMENT OR DISPOSITION THEREOF IN RAIL VEHICLES
    • B61H11/00—Applications or arrangements of braking or retarding apparatus not otherwise provided for; Combinations of apparatus of different kinds or types
    • B61H11/06—Applications or arrangements of braking or retarding apparatus not otherwise provided for; Combinations of apparatus of different kinds or types of hydrostatic, hydrodynamic, or aerodynamic brakes

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Valves And Accessory Devices For Braking Systems (AREA)
  • Regulating Braking Force (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

An energy storage type tramcar electro-hydraulic combined brake control system comprises a vehicle control unit VCU, a converter DCU, a traction motor, a brake control unit BCU, a hydraulic drive unit, a brake and a driver control handle, wherein when the energy storage voltage of a vehicle meets the brake power requirement, the vehicle control unit VCU outputs a normal target electric brake torque Mb to the converter DCU; when the vehicle is in an energy storage under-voltage state for braking, the VCU outputs a safe and bearable electric braking torque Mc to the DCU, and sends a target supplementary hydraulic braking force F corresponding to a relevant braking mode to the BCULiquid for treating urinary tract infectionMeanwhile, the VCU of the vehicle controller feeds back the feedback value F of the actually applied electric braking force and hydraulic braking forceElectric (inverse)And FLiquid (inverse)And (5) collecting and judging, and if the deviation exceeds the error range, carrying out real-time calibration.

Description

Energy storage formula tram electricity liquid combined brake control system
Technical Field
The invention relates to a tramcar, in particular to an energy storage type tramcar electro-hydraulic combined brake control system.
Background
At present, the traditional network supply type tramcar at home and abroad mainly adopts electric braking and hydraulic braking as main braking modes and magnetic track braking as auxiliary braking modes under emergency and special conditions. Take a traditional grid-supply type tramcar as an example: the output control of the electric brake and the hydraulic brake of the train is relatively independent basically, and when the CAN network communication is normal, the converter control unit DCU receives the electric brake torque M transmitted by the vehicle control unit VCUbThen directly applies the electric brake, and the brake control unit BCU receives the brake percentage y transmitted by the VCUzPercent load yGAfter the relative signals such as the brake signal and the like are carried out, the hydraulic brake theoretical value corresponding to the normal output of the default electric brake is appliedAnd (4) related to hydraulic braking. The partial control mode of the existing brake mode is not suitable for the brake control requirement of the energy storage type tramcar, because the network voltage of the traditional grid supply type tramcar is stable, and the sudden situation that certain potential safety hazards exist, such as the fact that a traction motor cannot output full power or the motor is subjected to overcurrent protection to prompt electric brake to be cut off, does not exist.
With the continuous development of new energy technology, the development of novel energy storage type tramcars is gradually driven, the energy storage type tramcars are energy-saving and environment-friendly, have less capital investment and low operation cost, but have non-negligible short boards, namely, the voltage of an energy storage system can be gradually reduced in operation, the voltage is easy to be insufficient, so that the traction motor can not output full power, and even the motor can be caused to have overcurrent protection to promote the emergency of electric brake removal, so that certain driving safety hidden dangers exist.
Disclosure of Invention
The invention aims to solve the technical problem of providing an energy storage type tramcar electro-hydraulic combined brake control system, which supplements hydraulic braking force to the minimum extent on the basis of putting in the maximum electric brake which can be safely born according to the situation that the electric brake fails or is insufficient, thereby effectively avoiding the potential safety hazard caused by forcibly outputting target torque under the undervoltage state of a vehicle, simultaneously effectively reducing the use frequency of emergency braking and magnetic track braking, reducing the hydraulic braking force which is put in, and effectively improving the running safety of the vehicle.
In order to solve the technical problems, the technical scheme of the invention is as follows: an energy storage type tram electrohydraulic combined brake control system comprises a vehicle control unit VCU, a converter DCU, a traction motor, a brake control unit BCU, a hydraulic drive unit, a brake and a driver control handle, wherein the vehicle control unit VCU controls the traction motor to realize electric braking through the converter DCU, and controls the brake to realize hydraulic braking through the brake controller and the hydraulic drive unit; an electro-hydraulic combined brake control strategy:
(1) the VCU acquires a vehicle speed signal, a vehicle load signal and an energy storage voltage signal, and calculates the maximum safe and bearable electric braking torque Mc and the maximum electric braking force Fc in real time;
(2) after the related signals of the electro-hydraulic combined brake are triggered to be activated, the service brake, the emergency brake or the electric brake are failed;
(3) the VCU of the vehicle control unit calculates the braking percentage and the target electric braking torque Mb in real time;
(4) if the target electric braking torque Mb is smaller than or equal to the electric braking torque Mc, the vehicle control unit VCU sends the target electric braking torque Mb to the converter DCU, the converter DCU outputs the electric braking torque Mb, and the brake control unit BCU applies corresponding pressure night braking force according to the braking mode;
(5) if the target electric braking torque Mb is larger than the electric braking torque Mc, the vehicle control unit VCU sends the safe and bearable electric braking torque Mc to the converter DCU, the converter DCU outputs the electric braking torque Mc, the brake control unit BCU supplements corresponding pressure and night braking force according to a braking mode, and the system is subjected to under-voltage alarm and automatic speed limit activation of corresponding levels.
When the vehicle energy storage voltage meets the braking power requirement, the VCU outputs a normal target electric braking torque Mb to the DCU; when the vehicle is in an energy storage under-voltage state for braking, the VCU outputs a safe and bearable electric braking torque Mc to the DCU, and sends a target supplementary hydraulic braking force F corresponding to a relevant braking mode to the BCULiquid for treating urinary tract infectionMeanwhile, the VCU of the vehicle controller feeds back the feedback value F of the actually applied electric braking force and hydraulic braking forceElectric (inverse)And FLiquid (inverse)And (5) collecting and judging, and if the deviation exceeds the error range, carrying out real-time calibration.
As an improvement, when the vehicle works in a service braking mode, when CAN bus communication is normal, a bus signal is taken as a main part, a vehicle control unit VCU transmits a service braking signal to a brake control unit BCU through the CAN bus, if electric braking is normal, an electro-hydraulic combined braking signal 1 is triggered to be activated, and if the electric braking is abnormal, the brake control unit BCU executes service braking control logic of electric braking failure; when the CAN bus communication is abnormal, the brake control unit BCU takes the service brake signal and the brake level signal directly acquired through the hard wire as the basis to execute the service brake in the degradation mode.
As an improvement, when the control handle is driven to an emergency braking position, the magnetic track brake and the sand spreading action are triggered through a hard wire; when CAN bus communication is normal, a bus signal is taken as a main part, a VCU of the whole vehicle controller transmits an emergency braking signal to a BCU (brake control unit) through a CAN bus, and simultaneously triggers a sand scattering action through the CAN bus, if electric braking is normal, an electrohydraulic combined braking signal 2 is triggered for activation, and if the electric braking is abnormal, the BCU executes emergency braking control logic of electric braking failure; when the CAN bus communication is abnormal, the brake control unit BCU takes the emergency brake signal and the brake level signal directly acquired through the hard wire as the basis to execute the emergency brake in the degradation mode.
As an improvement, when the single-ended converter DCU of the vehicle works abnormally or 2 traction motors on the same side break down, the electric brake is judged to be failed by 50%; when the DCUs at the two ends of the vehicle work abnormally or 4 traction motors of the whole vehicle have faults, determining that 100% of electric braking fails; if the vehicle control unit VCU and the brake control unit BCU detect an electric brake failure signal in a common brake mode, triggering an electro-hydraulic combined brake signal 3 to be activated; and if the vehicle control unit VCU and the brake control unit BCU detect the electric brake failure signal in the emergency braking mode, triggering the electro-hydraulic combined brake signal 4 to be activated.
As an improvement, after the electro-hydraulic combined braking signal 1 is activated, the VCU of the vehicle controller converts the braking percentage y according to a handle level signal of the driver controller, and calculates the target electric braking force Fb of the vehicle in real time; if Fb is less than or equal to Fc, the VCU converts the target electric braking force into electric braking torque Mb and outputs the electric braking torque Mb to the current transformer DCU at two ends, and the VCU outputs the hydraulic braking force F to the BCULiquid for treating urinary tract infectionWhen the current transformer DCU is 0, the electric brake is applied, and the torque is Mb; if Fb is larger than Fc, the VCU of the vehicle controller converts the safe and bearable electric braking force into electric braking torque Mc, the VCU of the vehicle controller outputs the electric braking torque Mc to the current transformer DCU at the two ends, and the VCU of the vehicle controller outputs the hydraulic braking force F to the brake control unit BCULiquid for treating urinary tract infectionThe converter DCU applies an electric brake with a torque Mc and the brake control unit BCU applies a hydraulic braking force FLiquid for treating urinary tract infectionFb-Fc, the buzzer alarm under-voltage, and simultaneously trigger (V-10) And speed limit activation of km/h.
As an improvement, after the electro-hydraulic combined braking signal 2 is activated, according to the emergency braking requirement, the braking percentage y is 100%, and the whole vehicle target electric braking force Fb is calculated in real time; if Fb is less than or equal to Fc, the VCU of the vehicle control unit converts the target electric braking force into electric braking torque Mb and outputs the electric braking torque Mb to the current transformer DCU at two ends, and the BCU directly applies the hydraulic braking force F in the emergency braking modeLiquid for treating urinary tract infectionThe converter DCU applies electric brake, the torque is Mb, the brake control unit BCU applies hydraulic brake force FLiquid for treating urinary tract infection(ii) a If Fb is larger than Fc, the VCU of the vehicle controller converts the safe and bearable electric braking force into electric braking torque Mc, the VCU of the vehicle controller outputs the electric braking torque Mc to the current transformer DCU at the two ends, and the BCU of the brake control unit directly applies the hydraulic braking force F in the emergency braking modeLiquid for treating urinary tract infectionThe converter DCU applies electric brake with a torque Mc, and the brake control unit BCU applies hydraulic brake force FLiquid for treating urinary tract infectionAnd the buzzer alarms under voltage and triggers the speed limit activation of (V-10) km/h at the same time.
As an improvement, after the electro-hydraulic combined braking signal 3 is activated, the VCU of the vehicle controller converts the braking percentage y according to a handle level signal of the driver controller, and calculates the target electric braking force Fb of the vehicle in real time; if Fb is less than or equal to Fc, the VCU of the vehicle controller converts the target electric braking force into electric braking torque Mb and outputs the electric braking torque Mb to the converter DCU at the effective end, and the BCU of the brake control unit at the failure end supplements the common braking hydraulic braking force F of the electric brake failure modeLiquid for treating urinary tract infectionThe active end converter DCU applies electric brake with the torque Mb, and the failure end brake control unit BCU applies hydraulic brake force FLiquid for treating urinary tract infection(ii) a If Fb is larger than Fc, the VCU of the vehicle controller converts the safe and bearable electric braking force into electric braking torque Mc, the VCU of the vehicle controller outputs the electric braking torque Mc to the active end converter DCU, and the BCU of the failure end braking control unit supplements the common braking hydraulic braking force F of the electric braking failure modeLiquid for treating urinary tract infectionThe active end converter DCU applies electric brake with the torque Mc, and the failure end brake control unit BCU supplements hydraulic braking power FLiquid for treating urinary tract infectionAnd the buzzer alarms under voltage and triggers 30km/h speed limit activation at the same time.
As an improvement, after the electro-hydraulic combined braking signal 4 is activated, the braking percentage y is 100 percent according to the emergency braking requirement and is measured in real timeCalculating the target electric braking force Fb of the whole vehicle; if Fb is less than or equal to Fc, the VCU of the vehicle controller converts the target electric braking force into electric braking torque Mb and outputs the electric braking torque Mb to the converter DCU at the effective end, and the BCU of the brake control unit at the failure end supplements the emergency braking hydraulic braking force F of the electric brake failure modeLiquid for treating urinary tract infectionThe active end converter DCU applies electric brake with the torque Mb, and the failure end brake control unit BCU applies hydraulic brake force FLiquid for treating urinary tract infection(ii) a If Fb is larger than Fc, the VCU of the vehicle controller converts the safe and bearable electric braking force into electric braking torque Mc, the VCU of the vehicle controller outputs the electric braking torque Mc to the active end converter DCU, and the BCU of the failure end braking control unit supplements the electric braking failure mode emergency braking hydraulic braking force FLiquid for treating urinary tract infectionThe active end converter DCU applies electric brake with the torque Mc, and the failure end brake control unit BCU applies hydraulic brake force FLiquid for treating urinary tract infectionAnd the buzzer alarms under voltage and triggers 20km/h speed limit activation at the same time.
Compared with the prior art, the invention has the following beneficial effects:
the invention realizes the combined control of the electric brake and the hydraulic brake, and supplements the hydraulic brake force as much as possible on the basis of putting in the maximum electric brake which can be safely born according to the condition that the electric brake fails or the electric brake is insufficient, thereby effectively avoiding the potential safety hazard caused by forcibly outputting the target torque of the vehicle in an undervoltage state, simultaneously effectively reducing the use frequency of emergency brake and magnetic rail brake, reducing the hydraulic brake force which is put in, and effectively improving the safety of the vehicle operation.
Drawings
Fig. 1 is a block diagram of an energy storage type tramcar electro-hydraulic combined brake control system.
FIG. 2 is a main flow chart of the electro-hydraulic combined brake.
FIG. 3 is a flow chart of an electro-hydraulic combination brake control strategy.
Detailed Description
The invention is further described below with reference to the accompanying drawings.
As shown in fig. 1, the energy storage type tram electrohydraulic combined brake control system comprises a vehicle control unit VCU, a converter DCU, a traction motor, a brake control unit BCU, a hydraulic drive unit, a brake and a driver control handle, wherein the vehicle control unit VCU controls the traction motor to realize electric braking through the converter DCU, and the vehicle control unit VCU controls the brake to realize hydraulic braking through the brake controller and the hydraulic drive unit.
As shown in fig. 2, the main flow of the electro-hydraulic combined brake control is as follows:
(1) the VCU acquires a vehicle speed signal, a vehicle load signal and an energy storage voltage signal, and calculates the maximum safe and bearable electric braking torque Mc and the maximum electric braking force Fc in real time;
(2) after the related signals of the electro-hydraulic combined brake are triggered to be activated, the service brake, the emergency brake or the electric brake are failed;
(3) the VCU of the vehicle control unit calculates the braking percentage and the target electric braking torque Mb in real time;
(4) if the target electric braking torque Mb is smaller than or equal to the electric braking torque Mc, the vehicle control unit VCU sends the target electric braking torque Mb to the converter DCU, the converter DCU outputs the electric braking torque Mb, and the brake control unit BCU applies corresponding pressure night braking force according to the braking mode;
(5) if the target electric braking torque Mb is larger than the electric braking torque Mc, the vehicle control unit VCU sends the safe and bearable electric braking torque Mc to the converter DCU, the converter DCU outputs the electric braking torque Mc, the brake control unit BCU supplements corresponding pressure and night braking force according to a braking mode, and the system is subjected to under-voltage alarm and automatic speed limit activation of corresponding levels.
According to the braking mode of the energy storage type tramcar, the braking modes which need the electro-hydraulic combined braking control comprise common braking, emergency braking and electric braking failure.
(1) Service braking: when the vehicle works in a common braking mode, when CAN bus communication is normal, a bus signal is taken as a main part, a VCU of a vehicle controller transmits a common braking signal to a BCU (brake control unit) through the CAN bus, if electric braking is normal, an electrohydraulic combined braking signal 1 is triggered to be activated, and if the electric braking is abnormal, the BCU executes a common braking control logic of electric braking failure; when the CAN bus communication is abnormal, the brake control unit BCU takes the service brake signal and the brake level signal directly acquired through the hard wire as the basis to execute the service brake in the degradation mode.
(2) Emergency braking: when the control handle is driven to an emergency braking position, the magnetic track is triggered to brake and sand spreading actions are triggered through a hard wire; when CAN bus communication is normal, a bus signal is taken as a main part, a VCU of the whole vehicle controller transmits an emergency braking signal to a BCU (brake control unit) through a CAN bus, and simultaneously triggers a sand scattering action through the CAN bus, if electric braking is normal, an electrohydraulic combined braking signal 2 is triggered for activation, and if the electric braking is abnormal, the BCU executes emergency braking control logic of electric braking failure; when the CAN bus communication is abnormal, the brake control unit BCU takes the emergency brake signal and the brake level signal directly acquired through the hard wire as the basis to execute the emergency brake in the degradation mode.
(3) Failure of electric brake: when the DCU of the single-ended converter of the vehicle works abnormally or 2 traction motors on the same side break down, determining that 50% of electric braking fails; when the DCUs at the two ends of the vehicle work abnormally or 4 traction motors of the whole vehicle have faults, determining that 100% of electric braking fails; if the vehicle control unit VCU and the brake control unit BCU detect an electric brake failure signal in a common brake mode, triggering an electro-hydraulic combined brake signal 3 to be activated; and if the vehicle control unit VCU and the brake control unit BCU detect the electric brake failure signal in the emergency braking mode, triggering the electro-hydraulic combined brake signal 4 to be activated.
The VCU of the vehicle control unit acquires information such as vehicle load G, current vehicle speed V and energy storage module voltage U in real time, and calculates the maximum electric braking force Fc of the vehicle control unit, which can be safely borne by the current energy storage module side and the current transformer DCU side, in real time according to the information. In the running process of the vehicle, the VCU of the vehicle controller detects the activation state of each electro-hydraulic combined braking signal in real time, and calculates the corresponding electric braking torque and hydraulic braking force F according to the relevant stateLiquid for treating urinary tract infectionAnd respectively sent to the converter DCU and the brake control unit BCU through the CAN bus. As shown in fig. 3, the specific control strategy is as follows:
(1) after the electro-hydraulic combined braking signal 1 is activated, the VCU of the vehicle controller converts the braking percentage y according to the handle level signal of the driver controller, and calculates the target electric braking force Fb of the vehicle in real time; if it isFb is less than or equal to Fc, the VCU converts the target electric braking force into electric braking torque Mb and outputs the electric braking torque Mb to the current transformer DCU at two ends, and the VCU outputs the hydraulic braking force F to the BCULiquid for treating urinary tract infectionWhen the current transformer DCU is 0, the electric brake is applied, and the torque is Mb; if Fb is larger than Fc, the VCU of the vehicle controller converts the safe and bearable electric braking force into electric braking torque Mc, the VCU of the vehicle controller outputs the electric braking torque Mc to the current transformer DCU at the two ends, and the VCU of the vehicle controller outputs the hydraulic braking force F to the brake control unit BCULiquid for treating urinary tract infectionThe converter DCU applies an electric brake with a torque Mc and the brake control unit BCU applies a hydraulic braking force FLiquid for treating urinary tract infectionAnd (2) under-voltage alarm of the buzzer is carried out, and simultaneously, speed limit activation of (V-10) km/h is triggered.
(2) After the electrohydraulic combined braking signal 2 is activated, according to the emergency braking requirement, the braking percentage y is 100%, and the target electric braking force Fb of the whole vehicle is calculated in real time; if Fb is less than or equal to Fc, the VCU of the vehicle control unit converts the target electric braking force into electric braking torque Mb and outputs the electric braking torque Mb to the current transformer DCU at two ends, and the BCU directly applies the hydraulic braking force F in the emergency braking modeLiquid for treating urinary tract infectionThe converter DCU applies electric braking, the torque is Mb, and the brake control unit BCU applies hydraulic braking force FLiquid for treating urinary tract infection(ii) a If Fb is larger than Fc, the VCU of the vehicle controller converts the safe and bearable electric braking force into electric braking torque Mc, the VCU of the vehicle controller outputs the electric braking torque Mc to the current transformer DCU at the two ends, and the BCU of the brake control unit directly applies the hydraulic braking force F in the emergency braking modeLiquid for treating urinary tract infectionThe converter DCU applies electric brake with a torque Mc, and the brake control unit BCU applies hydraulic brake force FLiquid for treating urinary tract infectionAnd the buzzer alarms under voltage and triggers the speed limit activation of (V-10) km/h at the same time.
(3) After the electro-hydraulic combined braking signal 3 is activated, the VCU of the vehicle controller converts the braking percentage y according to the handle level signal of the driver controller, and calculates the target electric braking force Fb of the vehicle in real time; if Fb is less than or equal to Fc, the VCU of the vehicle controller converts the target electric braking force into electric braking torque Mb and outputs the electric braking torque Mb to the converter DCU at the effective end, and the BCU of the brake control unit at the failure end supplements the common braking hydraulic braking force F of the electric brake failure modeLiquid for treating urinary tract infectionThe DCU at the active end applies electric brake and the torque is Mb, and the BCU at the failure end applies hydraulic brakePower FLiquid for treating urinary tract infection(ii) a If Fb is larger than Fc, the VCU of the vehicle controller converts the safe and bearable electric braking force into electric braking torque Mc, the VCU of the vehicle controller outputs the electric braking torque Mc to the active end converter DCU, and the BCU of the failure end braking control unit supplements the common braking hydraulic braking force F of the electric braking failure modeLiquid for treating urinary tract infectionThe active end converter DCU applies electric brake with the torque Mc, and the failure end brake control unit BCU supplements hydraulic braking power FLiquid for treating urinary tract infectionAnd the buzzer alarms under voltage and triggers 30km/h speed limit activation at the same time.
(4) After the electro-hydraulic combined braking signal 4 is activated, according to the emergency braking requirement, the braking percentage y is 100%, and the whole vehicle target electric braking force Fb is calculated in real time; if Fb is less than or equal to Fc, the VCU of the vehicle controller converts the target electric braking force into electric braking torque Mb and outputs the electric braking torque Mb to the converter DCU at the effective end, and the BCU of the brake control unit at the failure end supplements the emergency braking hydraulic braking force F of the electric brake failure modeLiquid for treating urinary tract infectionThe active end converter DCU applies electric brake with the torque Mb, and the failure end brake control unit BCU applies hydraulic brake force FLiquid for treating urinary tract infection(ii) a If Fb is larger than Fc, the VCU of the vehicle controller converts the safe and bearable electric braking force into electric braking torque Mc, the VCU of the vehicle controller outputs the electric braking torque Mc to the active end converter DCU, and the BCU of the failure end braking control unit supplements the electric braking failure mode emergency braking hydraulic braking force FLiquid for treating urinary tract infectionThe active end converter DCU applies electric brake with the torque Mc, and the failure end brake control unit BCU applies hydraulic brake force FLiquid for treating urinary tract infectionAnd the buzzer alarms under voltage and triggers 20km/h speed limit activation at the same time.
Computational analysis
(1) Percentage of braking and lever position relationship
The brake level of the handle of the driver controller is directly transmitted to the converter DCU and the brake control unit BCU through a hard wire, and meanwhile, the VCU of the vehicle control unit collects the output voltage of the handle of the driver controller and converts the output voltage into the corresponding brake percentage. The percentage of braking versus control handle level is given in table 1 below:
TABLE 1 relationship between percentage of braking and lever position
Brake stage Zero position B1 B2 B3 B4 B5 B6 B7 B8
yz 0％ β1％ β2％ β3％ β4％ β5％ β6％ 100％ 100％
Wherein, B1-B7 are service brake levels, and B8 is emergency brake levels.
(2) Load calculation
The current (I) of the train load sensor is collected by a brake control unit BCU and is forwarded to a vehicle control unit VCU for calculation, and the vehicle control unit VCU sends a calculation result (corresponding to AW 0-AW 3 at 0-100% load rate) to the brake control unit BCU. The load current is calculated according to the load of the whole vehicle as shown in the following table 2:
TABLE 2 load Current vs. control load mapping Table
Load condition Load current (mA) Vehicle weight (t) Percentage of load
AW0 I0 G0 0％
AW2 I2 G2 y2％
AW3 I3 G3 100％
According to the percentage of vehicle weight and loadObtaining the load percentage yGThe corresponding relation with the vehicle weight G is as follows:
yG＝a1×G+c1 (3-1)
from the above equation, the percent load at AW2 operating conditions is given as y2％。
Obtaining the load percentage y according to the load sensor current and load percentage corresponding values under the AW0, AW2 and AW3 working conditionsGThe corresponding relation with the load sensor current I is as follows:
yG＝a2×I2+b2×I+c2 (3-2)
(3) target electric braking force and target electric braking torque calculation
According to the electric braking characteristic curve, the current target electric braking force F can be obtainedbWith the current target electric braking torque Mb。
1) When G is less than G2Current target electric braking force FbComprises the following steps:
Figure BDA0001788682360000111
2) when G is greater than or equal to G2Current target electric braking force FbComprises the following steps:
Figure BDA0001788682360000121
in the above formulae (3-3) and (3-4), PbmaxFor maximum electric braking power of the vehicle, BmaxThe maximum electric braking force of the whole vehicle is obtained.
According to the calculated current target electric braking force, the current target electric braking torque M can be obtainedbComprises the following steps:
Figure BDA0001788682360000122
in the above formula (3-5), N is the number of motors, etacFor gear transmission efficiency, mucFor gear transmissionThe dynamic ratio, D, is the wheel diameter (calculated as half wear wheel).
(4) Calculation of safely bearable electric braking force and safely bearable electric braking torque
According to the overcurrent protection requirements of the DCU and the energy storage system of the converter, the overcurrent protection threshold value is set to be IValve with a valve body(A) When the vehicle runs for a period of time, the braking power which can be safely output is reduced along with the reduction of the energy storage voltage, and the electric braking force F which can be safely born at presentcComprises the following steps:
Figure BDA0001788682360000123
the electric braking torque M which can be safely born at present can be obtained according to the electric braking force which can be safely born at present and is calculated by the formula (3-6)cComprises the following steps:
Figure BDA0001788682360000124
(5) target hydraulic braking force calculation
In the electro-hydraulic combined braking mode, two modes are included for applying a target hydraulic braking force, firstly, the electric braking force is insufficient in the common braking mode to supplement the hydraulic braking force, and the hydraulic braking force value is sent out by a vehicle control unit VCU and sent to a BCU; and in the emergency braking mode, the brake control unit BCU calculates and outputs corresponding hydraulic braking force through the control unit of the brake control unit BCU after signals are sent.
Current target hydraulic braking force F sent by VCU to BCU in service braking modeLiquid for treating urinary tract infectionComprises the following steps:
Figure BDA0001788682360000131
wherein, FLiquid (max)Is the maximum hydraulic braking force.

Claims (10)

1. The utility model provides an energy storage formula tram electricity liquid combined brake control system which characterized in that: the hydraulic brake system comprises a vehicle control unit VCU, a current transformer DCU, a traction motor, a brake control unit BCU, a hydraulic drive unit, a brake and a driver control handle, wherein the vehicle control unit VCU controls the traction motor to realize electric braking through the current transformer DCU, and controls the brake to realize hydraulic braking through the brake controller and the hydraulic drive unit; an electro-hydraulic combined brake control strategy:
(1) the VCU acquires a vehicle speed signal, a vehicle load signal and an energy storage voltage signal, and calculates the maximum safe and bearable electric braking torque Mc and the maximum electric braking force Fc in real time;
(2) after the related signals of the electro-hydraulic combined brake are triggered to be activated, the service brake, the emergency brake or the electric brake are failed;
(3) the VCU calculates the braking percentage and the target electric braking torque Mb in real time;
(4) if the target electric braking torque Mb is smaller than or equal to the electric braking torque Mc, the vehicle control unit VCU sends the target electric braking torque Mb to the converter DCU, the converter DCU outputs the electric braking torque Mb, and the brake control unit BCU applies corresponding hydraulic braking force according to the braking mode;
(5) if the target electric braking torque Mb is larger than the electric braking torque Mc, the vehicle control unit VCU sends the safe and bearable electric braking torque Mc to the converter DCU, the converter DCU outputs the electric braking torque Mc, the brake control unit BCU supplements corresponding hydraulic braking force according to a braking mode, and the system is subjected to under-voltage alarm and automatic speed-limiting activation of corresponding levels.
2. The energy storage type tram electrohydraulic combined brake control system according to claim 1, characterized in that: when the vehicle works in a common braking mode, when CAN bus communication is normal, a bus signal is taken as a main part, a VCU of a vehicle controller transmits a common braking signal to a BCU (brake control unit) through the CAN bus, if electric braking is normal, an electrohydraulic combined braking signal 1 is triggered to be activated, and if the electric braking is abnormal, the BCU executes a common braking control logic of electric braking failure; when the CAN bus communication is abnormal, the brake control unit BCU takes the service brake signal and the brake level signal directly acquired through the hard wire as the basis to execute the service brake in the degradation mode.
3. The energy storage type tram electrohydraulic combined brake control system according to claim 1, characterized in that: when the control handle is driven to an emergency braking position, the magnetic track is triggered to brake and sand spreading actions are triggered through a hard wire; when CAN bus communication is normal, a bus signal is taken as a main part, a VCU of the whole vehicle controller transmits an emergency braking signal to a BCU (brake control unit) through a CAN bus, and simultaneously triggers a sand scattering action through the CAN bus, if electric braking is normal, an electrohydraulic combined braking signal 2 is triggered for activation, and if the electric braking is abnormal, the BCU executes emergency braking control logic of electric braking failure; when the CAN bus communication is abnormal, the brake control unit BCU takes the emergency brake signal and the brake level signal directly acquired through the hard wire as the basis to execute the emergency brake in the degradation mode.
4. The energy storage type tram electrohydraulic combined brake control system according to claim 1, characterized in that: when the DCU of the single-ended converter of the vehicle works abnormally or 2 traction motors on the same side break down, determining that 50% of electric braking fails; when the DCUs at the two ends of the vehicle work abnormally or 4 traction motors of the whole vehicle have faults, determining that 100% of electric braking fails; if the vehicle control unit VCU and the brake control unit BCU detect an electric brake failure signal in a common brake mode, triggering an electro-hydraulic combined brake signal 3 to be activated; and if the vehicle control unit VCU and the brake control unit BCU detect the electric brake failure signal in the emergency braking mode, triggering the electro-hydraulic combined brake signal 4 to be activated.
5. The energy storage type tram electrohydraulic combined brake control system according to claim 2, characterized in that: after the electro-hydraulic combined braking signal 1 is activated, the VCU of the vehicle controller converts the braking percentage y according to the handle level signal of the driver controller, and calculates the target electric braking force Fb of the vehicle in real time; if Fb is less than or equal to Fc, the VCU of the vehicle control unit converts the target electric braking force into electric braking torque Mb and outputs the electric braking torque Mb to the DCU at two ends and the VCU of the vehicle control unitHydraulic braking force F output to brake control unit BCULiquid for treating urinary tract infectionWhen the current transformer DCU is 0, the electric brake is applied, and the torque is Mb; if Fb is larger than Fc, the VCU of the vehicle controller converts the safe and bearable electric braking force into electric braking torque Mc, the VCU of the vehicle controller outputs the electric braking torque Mc to the current transformer DCU at the two ends, and the VCU of the vehicle controller outputs the hydraulic braking force F to the brake control unit BCULiquid for treating urinary tract infectionThe converter DCU applies an electric brake with a torque Mc and the brake control unit BCU applies a hydraulic braking force FLiquid for treating urinary tract infectionAnd (2) under-voltage alarm of the buzzer is carried out, and simultaneously, speed limit activation of (V-10) km/h is triggered.
6. The energy storage type tram electrohydraulic combined brake control system according to claim 3, characterized in that: after the electrohydraulic combined braking signal 2 is activated, according to the emergency braking requirement, the braking percentage y is 100%, and the target electric braking force Fb of the whole vehicle is calculated in real time; if Fb is less than or equal to Fc, the VCU of the vehicle control unit converts the target electric braking force into electric braking torque Mb and outputs the electric braking torque Mb to the current transformer DCU at two ends, and the BCU directly applies the hydraulic braking force F in the emergency braking modeLiquid for treating urinary tract infectionThe converter DCU applies electric brake, the torque is Mb, the brake control unit BCU applies hydraulic brake force FLiquid for treating urinary tract infection(ii) a If Fb is larger than Fc, the VCU of the vehicle controller converts the safe and bearable electric braking force into electric braking torque Mc, the VCU of the vehicle controller outputs the electric braking torque Mc to the current transformer DCU at the two ends, and the BCU of the brake control unit directly applies the hydraulic braking force F in the emergency braking modeLiquid for treating urinary tract infectionThe converter DCU applies electric brake with a torque Mc, and the brake control unit BCU applies hydraulic brake force FLiquid for treating urinary tract infectionAnd the buzzer alarms under voltage and triggers the speed limit activation of (V-10) km/h at the same time.
7. The energy storage type tram electrohydraulic combined brake control system according to claim 4, characterized in that: after the electro-hydraulic combined braking signal 3 is activated, the VCU of the vehicle controller converts the braking percentage y according to the handle level signal of the driver controller, and calculates the target electric braking force Fb of the vehicle in real time; if Fb is less than or equal to Fc, the VCU of the vehicle control unit converts the target electric braking force into electric braking torque Mb and outputs the electric braking torque Mb to the DCU at the effective end, and the brake control at the failure endUnit BCU (body control Unit) supplements common brake hydraulic braking force F in electric brake failure modeLiquid for treating urinary tract infectionThe active end converter DCU applies electric brake with the torque Mb, and the failure end brake control unit BCU applies hydraulic brake force FLiquid for treating urinary tract infection(ii) a If Fb is larger than Fc, the VCU of the vehicle controller converts the safe and bearable electric braking force into electric braking torque Mc, the VCU of the vehicle controller outputs the electric braking torque Mc to the active end converter DCU, and the BCU of the failure end braking control unit supplements the common braking hydraulic braking force F of the electric braking failure modeLiquid for treating urinary tract infectionThe active end converter DCU applies electric brake with the torque Mc, and the failure end brake control unit BCU supplements hydraulic braking power FLiquid for treating urinary tract infectionAnd the buzzer alarms under voltage and triggers 30km/h speed limit activation at the same time.
8. The energy storage type tram electrohydraulic combined brake control system according to claim 4, characterized in that: after the electro-hydraulic combined braking signal 4 is activated, according to the emergency braking requirement, the braking percentage y is 100%, and the whole vehicle target electric braking force Fb is calculated in real time; if Fb is less than or equal to Fc, the VCU of the vehicle controller converts the target electric braking force into electric braking torque Mb and outputs the electric braking torque Mb to the converter DCU at the effective end, and the BCU of the brake control unit at the failure end supplements the emergency braking hydraulic braking force F of the electric brake failure modeLiquid for treating urinary tract infectionThe active end converter DCU applies electric brake with the torque Mb, and the failure end brake control unit BCU applies hydraulic brake force FLiquid for treating urinary tract infection(ii) a If Fb is larger than Fc, the VCU of the vehicle controller converts the safe and bearable electric braking force into electric braking torque Mc, the VCU of the vehicle controller outputs the electric braking torque Mc to the active end converter DCU, and the BCU of the failure end braking control unit supplements the electric braking failure mode emergency braking hydraulic braking force FLiquid for treating urinary tract infectionThe active end converter DCU applies electric brake with the torque Mc, and the failure end brake control unit BCU applies hydraulic brake force FLiquid for treating urinary tract infectionAnd the buzzer alarms under voltage and triggers 20km/h speed limit activation at the same time.
9. The energy storage type tram electrohydraulic combined brake control system according to claim 1, characterized in that:
Figure FDA0002891005460000051
n is the number of motors, ηcFor gear transmission efficiency, mucIs gear ratio, D is wheel diameter, FbTarget electric braking force, FcThe electric braking force can be safely borne.
10. The energy storage type tram electrohydraulic combined brake control system according to claim 9, characterized in that:
Figure FDA0002891005460000052
CN201811026642.3A 2018-09-04 2018-09-04 Energy storage formula tram electricity liquid combined brake control system Active CN109263621B (en)

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